• Journal of Korea Port Economic Association
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• v.26 no.4
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• pp.147-167
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• 2010

The purpose of this study is to analyze the components and verify the relationship among service quality, customer satisfaction and relationship quality in liner shipping company. In order to achieve the purpose of this study, literature survey related to service quality, customer satisfaction, relationship quality was carried out and took an empirical analysis by the use of questionnaire method for employees in international freight forwarders. The final results are as follows; First, correlations between service quality and customer satisfaction are found to be positive. But service quality component of tangibles and responsiveness with customer satisfaction are not to be positive. Second, as the other study on the similar logistics industries, the correlation between customer satisfaction and relationship quality is found to be positive in this study.

• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.321-338
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• 2009

This study looks at the reasons behind the termination of container transportation between Busan and Incheon in terms of costs structure, the division of profit, and the economic limitation faced in the domestic shipping market. The operation costs have been examined in relation to the components of logistic system of container shipping and the cost function has been estimated. The distribution proportion of operation revenue has been also investigated, considering the different components of logistics activities. In addition, the average revenue of container vessels of 144TEU and 215TEU has been calculated. Economic limitation can be analysed through the optimisation behaviour of shipping companies which tries to maximize profit or minimize loss. In conclusion, domestic short sea shipping can get the economy of scale only by transporting vessels' maximum capacity. It is also vulnerable to trucking market's fluctuation. Without the subsidy for operation, the liner in domestic short sea shipping will stop the service in order to minimize the loss.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.06a
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• pp.173-174
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• 2009

For container shipping company, fuel oil prise is a considerable expense. In the last 3 years, fuel oil prises have risen considerably. An increasing fuel oil prise in container shipping, in the short term, is only partially compensated through surcharges and will therefore affect earnings negatively. This paper deals with the impact of increasing fuel oil price and capital costs for vessels on the number of vessels on the Asia-Europe trade. As per result of 'H' carrier's operation in 2008, there were no cost difference between 8 and 9 vessels operation in case the fuel oil price is USD 169/tons while adopt USD 31,818 as fixed cost. We can expect that the fuel oil price will not be decreased under USD 200 $/Ton on the basis of current high oil price phenomenon. When the fuel oil price is over USD 200 $/ton, therefore, 9 vessels operation is more economic than 8 vessel operation even if the fixed cost is over USD 35,000.

• Journal of the Korean Institute of Navigation
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• v.22 no.4
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• pp.1-14
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• 1998

There are three basic modes of operation of ships: liner, tramp and industrial operations. Industrial operations, where the owner of the cargo, i.e. the industrial carrier controls the ships, abound in the shipment of bulk commodities, such as oil, chemicals and ores. Industrial carriers strive to minimize the shipping cost of their cargoes. This paper is concerned with the operational optimization problem of a fleet owned by major international oil company. The major oil company is a holding corporation for a group of oil producing, transporting, refining, and marketing companies located in various countries throughout the world. The operational optimization problem of the fleet is divided into two-phases. The front end corresponds to the optimization of transporting crude oil, product mix, and the distribution of product oil to meet market demand. The back end tackles the operational optimization problem of the fleet to meet the transportation demand derived from the front end. A case study is carried out with the H major oil company problem composed by reflecting the practices of an international major oil company. The results are summarized and examined in the point of optimization for the total operation of the H major oil company and the operational optimization problem of the fleet. The paper concludes with the remark that the results of the study might be useful and applicable in practices of these related decision problems.

• Journal of Korea Port Economic Association
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• v.32 no.4
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• pp.1-13
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• 2016

This study attempts to establish a precise forecast model for the container inventory demand of shipping companies through forecasts based on equipment type/size, ports, and weekly system dynamics. The forecast subjects were Shanghai and Yantian Ports. Only dry containers (20, 40) and high cubes (40) were used as the subject container inventory in this study due to their large demand and valid data computation. The simulation period was from 2011 to 2017 and weekly data were used, applying the actual data frequency among shipping companies. The results of the model accuracy test obtained through an application of Mean Absolute Percentage Error (MAPE) verified that the forecast model for dry 40' demand, dry 40' high cube demand, dry 20' supply, dry 40' supply, and dry 40' high cube supply in Shanghai Port provided an accurate prediction, with $0%{\leq}MAPE{\leq}10%$. The forecast model for supply and demand in Shanghai Port was otherwise verified to have relatively high prediction power, with $10%{\leq}MAPE{\leq}20%$. The forecast model for dry 40' high cube demand and dry 20' supply in Yantian Port was accurate, with $0%{\leq}MAPE{\leq}10%$. The forecast model for supply and demand in Yantian Port was generally verified to have relatively high prediction power, with $10%{\leq}MAPE{\leq}20%$. The forecast model in this study also had relatively high accuracy when compared with the actueal data managed in shipping companies.

• Journal of Navigation and Port Research
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• v.30 no.6 s.112
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• pp.517-524
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• 2006

World ports and shipping markets are changing dynamically. The 9,000TEUs classed container vessels are avaiable to enter service now, so liner services are ready to start. With regard to the changing environment, the world ports ease regulations as well as invest funds to be leading ports. As a result, the importance of port logistics industry is getting bigger than before. It has an effect on improvement of service quality when a shipping company selects a port. The importance of tally, one cf the necessary elements in the port logistics industry is overlooked and there is no researches for tally yet. This paper suggests plans for the development of domestic tally after the investigations and analysis of survey are conducted.

• Korea Trade Review
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• v.45 no.5
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• pp.141-159
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• 2020

Container terminals at Gwangyang Port are operated by three container operators: A, B and C. Ultimately, there is consensus that a single operator should operate all terminals so that economies of scale can be achieved even in the operation of the container terminal. Integration between operators has a positive effect on both operators and shipping companies. From the operator's point of view, overlapping fixed costs between operators can be unified, reducing overall costs and utilizing spare facilities. On the other hand, from the viewpoint of the shipping company, it is possible to ensure stable use of the port facilities and always allow berthing, reduce days on demurrage and ship waiting, and provide one-stop service for work. However, existing cases of operators' integration or relocation of terminals remained to estimate the expected effects of alternatives, emphasizing only the financial point of view. The port terminal is a large system, and it is important to consider that it is an aggregate of major logistics facilities and equipment. Moreover, if the estimation can be made by quantifying the expected effect, the justification of the terminals' relocation can be further emphasized. Therefore, it is very important to estimate the expected effect from the viewpoint of systemic operation. Moreover, the need for operators' integration can be further emphasized if it can be estimated through quantification of expected effects. Currently, three alternatives are considered as alternatives to the terminals' relocation, and in this study, the optimal plan was derived for the 3 alternatives by the linear planning model of the minimum shuttle transportation cost in the terminal. The optimal plan is alternative 2, which shows the most advantageous integration effect in terms of expected effects. Alternative 2 integrates the B terminal into the C terminal, and the A terminal operates independently as it is.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.1-16
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• 2019

The purpose of this study is to Analyze the problems that container shipping companies exist through the commercialization of container shipping for Non-Arctic countries and the opportunity factors for the transport of the Arctic shipping to improve cooperation cross-border relation Arctic policy and the use of transport. In order to design a hierarchy analysis method study model, four high and 17 low factors were extracted by designing a hierarchy analysis method study model based on results by prior study and in-depth interview. The first of the higher factors is the internal strength of assessing the value of the Arctic, the will and capabilities of the shipping companies in creating new markets with the vision and goals of the shipping companies. Second, the internal constraints associated with the shipping companies advance to the NSR mean the negative factors for the entry into the NSR and the internal weaknesses that cause the shipping companies capacity limitations. Third, the economic benefits from the use of NSR are external factor for shipping companies in cooperation with the future economic value of the Arctic and with respect to Arctic sea and Arctic advance and development from Arctic coastal countries. Finally, external pre-emptive tasks means to respond to use NSR by external restrictions on transport to prepare the possibility of severe weather conditions, the customs policy change of coastal countries.

• Journal of Korea Port Economic Association
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• v.26 no.3
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• pp.56-74
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• 2010

The overseas expansion of global logistics company (GLC) is increasing rapidly under the influence of international specialization of manufacturing, and the necessity of global logistics service is increasing, and then the logistics market is growing year to year. The purposes of this study are to investigate the growing factors and strategies making global logistics company and to suggest the best strategies for overseas expansion of domestic logistics company (DLC) by using imitation strategy. The major results are as follows ; Firstly, DLC has to imitate liner shipping company or terminal operator which has competitiveness rather than other part of logistics. Secondly, DLC has to build up competition through investigation the global logistics companies which have globalization, specialization, monopolization and public elements. Thirdly, DLC has to use 'coming from behind strategy' for the exiting market, the 'pioneer importer strategy' for the new emerging market or niche. Lastly, DLC has to make a road map or process for expanding the logistics service area without collision exiting business models.